What is Rhino? That’s what Yamaha was about to explain as I pondered the question posed. Five years ago, I only knew Rhino as a large herbivore on the verge of extinction roaming the tropical bushlands, savannahs and floodplains in Africa and tropical Asia. Now, when somebody says Rhino, it has a whole new meaning to me and a much larger population.
Yamaha’s Rhino side-by-side has turned the industry inside out as its popularity soared after its initial 2003 release. The engineering crew at the Newnan, Ga., manufacturing facility created a whole new off-road sector. “It’s simply amazing what Rhino has turned into and become over the years,” said Travis Hollins, Yamaha product planning manager.
Official declaration from Yamaha anoints the Rhino as the “most successful 4x4 vehicle from any manufacturer.” That’s heady stuff. That also stands for profit. For 2008, even superfluous John Madden could make Yamaha’s marketing plans understandable. Announce a new Rhino. Ship it to dealers. Profit. Call it popularity at its peak.
But it won’t come as easy as it has in years past. The Polaris Ranger RZR has already stole a large chunk of the Rhino’s limelight and Kawasaki’s V-twin Teryx has managed to create a buzz without a butt sitting in it outside of Kawasaki’s employees. Arctic Cat’s Prowler is starting to gain traction, too.
“None of these [manufacturers] have come close to offering what the Rhino has,” Hollins said. You’re probably thinking what we thought: bold claim.
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With competitors stealing marketshare for good reason, the Rhino sees a host of refinements for the 2008 model year. Yamaha invited us to privately-owned and spectacular — and open to the public — Brimstone Recreation Area south of Knoxville, Tenn., to evaluate the Rhino’s all-new snort. Did the Rhino gain separation from the other manufacturers again? Let’s find out.
Don’t Screw With It Yamaha said it sought out customers and held focus groups to see what changes were needed. “Don’t change it. It’s sized right and performs right,” Yamaha said its customers remarked. “Don’t screw with it.” But Yamaha said it knew it couldn’t sit back.
After focus groups ended, Yamaha learned it needed to concentrate on three main goals: Make the Rhino more enjoyable on the trails; easier to go places with more comfort and less stress; and try to give customers more time driving the Rhino so they get their money’s worth.
To accomplish the first goal, Yamaha pinpointed its efforts on the engine, noise, vibration and keeping sticks, mud and dust out of the cab. The Rhino received the successful Grizzly 700 FI 686cc liquid-cooled engine from its Raptor 700 sport machine. Yamaha says the new powerplant has less friction and moving parts. The piston is forged, not cast, and the old five-valve head is now a four-valve. In addition, the cam is 22 percent lighter with less lobes. Yamaha claims the Rhino revs freer with 20 percent more torque in the low and, more noticeably, midrange.
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Along with more power, the new crankshaft weight results in less vibration, which in turn smooths power and increases crankshaft inertia. Essentially, this means the Rhino has more power and it’s easier to manage. Reduced vibration is also gained by four-point rubber engine mounts. Yamaha says the new mounts result in 70 percent less vibration compared to the 660. The Rhino’s YFI fuel-injection system allows consistent starting in cold or warm temperatures at any elevation.
With a larger heart powering the Rhino, the result is more engine heat. Yamaha increased cooling capacity by swapping out the old 4.3-amp fan motor in the 660 and installing a 7.5-amp fan motor in the 700 for more efficiency. Along with a new fan motor, a redesigned radiator shroud reduces noise.
Another significant change moves the air intake from behind and between the two passengers to under the front hood in a higher location. The intake is in a cleaner location and sits 5 inches higher than the previous iteration. This move was made to cut heat, noise and dust from making its way into the cab. Adding a snorkel will be a little more complicated, however. Like the radiator, the air filter element needed to be modified for the new engine. What results is an element that is reusable and three times larger.
With more power being transferred to the belt, the CVT receives a stronger belt material to match increased engine performance. The centrifugal clutch is 10mm larger and gains a shoe, going from a five- to six-shoe. This allows for a lighter weight in the secondary spring and better bottom and midrange performance.
One visible change is the all-new doors, which keep trail debris out of the cab. What results is a better Rhino experience for all passengers. Of course, it also provides peace of mind and a stronger sense of security and safety — 2004 to 2006 Rhino owners can have the doors installed free of charge at a local dealer. All Rhinos now come standard with the previous Special Edition steering wheel. It is more comfortable and reduces hand fatigue and potential soreness.
A new digital meter may sound simple, but the Rhino is more enjoyable because of it. The meter features a battery voltage mode and self-diagnostic capability. Trouble codes from the Rhino’s computer display in the meter. Also, hours now accumulate based on engine run time, so one can listen to their tunes without watching the machine’s hours run up. This aids in sticking to a proper maintenance schedule, too.
With job one completed, Yamaha moved on to making the Rhino easier to go places with more comfort and less stress. One complaint was CV boots that were susceptible to tears and rips, exposing the axles to harmful debris — the number one cause of broken axles. To better prevent this, Yamaha added a rear CV protector in line with the drive shaft and created a stronger Kevlar boot material. Along those lines, the CV joints are 3.7mm larger and the front axle shafts are 1mm larger. Those measurements might sound negligible, but it should result in enhanced durability.
One of the best changes is four-wheel disc braking that provides better stopping power. A separate parking brake rear caliper is operated by a new parking brake lever. All disc brakes have mud guards to scrape away grime and grit while at work or play.
The final goal was to keep Rhino owners riding longer so they can spend more time experiencing what their hard-earned money bought. To do this, Yamaha improved serviceability. The air filter is tool-free and a removable frame support allows for easier belt maintenance.
Another small modification was made behind the passengers, but in front of the box to reduce noise and dust from making it to the cab. This was accomplished by adding a small lip that closes out the gap between the cab and box where dust and noise was transferred to the riders on older models.
Our Take Brimstone provided an ideal set of terrain to test the Rhino 700. Mixed in the tight wooded trails were mud fording opportunities, steep hill climbs and descents, slick rock shelves and high speed runs. Brimstone’s diversity meant we could test the Rhino in a variety of scenarios one might find anywhere in the U.S.
Our ride led us to a rocky, wide creek crossing where we attacked water as deep as two feet. The Rhino 700FI didn’t skip a beat. Smooth power was delivered from the bottom end and the doors kept water from splashing into the cab. Already, we were starting to appreciate the Rhino’s newest features.
The Rhino remained poised over hidden rocks and ground clearance was as good as expected, even under suspension compression. After bouncing over numerous boulders in the creek, the ride opened up and we were able to examine the new engine.
There’s no doubt it’s a vast improvement over the 660 from the bottom through the midrange. Yamaha’s claim of more midrange power was quickly evident. And the best news is the Yamaha accessories division already offers a clutch kit for the Rhino. The power delivery is smooth, and at peak speed, vibration is improved. But there’s still a lot of noticeable vibration and noise clatter at idle and through the bottom end. However, intake noise seemed to be reduced compared to the 660.
Now that the Rhino roars to life with a 686cc engine, we hoped Yamaha would loosen its grip on its conservative governed speed. It didn’t. The Rhino still tops out at about 42 mph and a lot of the fun is neutered up top. If the engine was allowed to breathe, a source said the Rhino would easily top out in the mid 50s.
During our ride, we encountered several classic Brimstone mud holes. After creeping into the first puddle, mud and goop surfaced at about the floorboards. The Rhino navigated it with ease. On to the next hole we went. Before we knew it mud and water was rushing up and over our laps! Like it should be, the Rhino was at home in this mud bog. The Ultramatic transmission was smooth, the belt remained tight and we didn’t notice any slipping. Using 4WD we exited the mud hole without a drop of water reaching the intake. Fun!
Often the case after running through grit and grimy mud holes, brakes have the tendency to fail. It wouldn’t be long before we put the stoppers to the test. Our ride approached a steep decline where we needed ultimate stopping power. The four-wheel disc brakes responded with ample squeezing power and halted the Rhino’s momentum. We were impressed. Along with the enhanced braking package, engine braking has improved and it lends confidence to the driver.
In the Smoky Mountains, the Rhino just shrugged off aggressive uphill climbs. The engine pulled nicely through the bottom end and made a very difficult hillclimb seem easier than getting an ugly girl’s phone number.
Our ride eventually came to a pinnacle when we approached shelved slick rock to climb over — it resembled what we’ve experienced in Moab. We dropped the Rhino into low gear, clicked into four-wheel-drive and blasted up and over without issue. The Rhino is a solid vehicle with ample armor to protect it against sharp edged rocks. In diff lock, the Rhino made attacking the slick rock even easier. To test the new passenger hand grip and strap, we rode along over the slick rock. The new grip helps turn the passenger toward the center of the machine and adds a feeling of security.
Suspension on the baseline Rhino is adequate with five-way preload adjustable shocks all around. The front end seemed more compliant than past versions and the rear was as good as before. The 400-pound box capacity remains. For those of you who don’t mind paying the extra $1,600, we suggest purchasing the Rhino 700 Sport Edition ($12,049). This is the machine we spent the most time in and the adjustable piggyback shocks make the ride more enjoyable over trail chatter. In addition, this machine receives a premium paint job, aluminum wheels, a Baja-inspired grab bar and an injection molded top.
Tennessee, like much of the southeast, was in the grips of a drought so the ride got dusty when the trail exited the tight woods. This is where we found little issue with dust circling the cab. Most often, any dust clouds were due to the machine in front of us. The new rear lip closeout, intake and doors helped reduce dust. Since the ride was in temperatures hovering around 50 degrees and we were heavily dressed, heat transfer to the cab wasn’t noticed.
Overall, the new Rhino impressed us. It still has great styling and comes with more power and better creature comforts than previous models. Through the tight woods, anything wider than the Rhino’s 54.4-inch width would be left behind. The Rhino is proven and is a tough, durable side-by-side. At $10,449, consumers are getting a sporty UTV with some utility function.
Increased competition from machines, as witnessed by the updated Rhino, can only mean good things for the future of side-by-side riding.
